EP2060770A2 - Schubumkehreinrichtung mit Hilfklappen - Google Patents

Schubumkehreinrichtung mit Hilfklappen Download PDF

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Publication number
EP2060770A2
EP2060770A2 EP08252940A EP08252940A EP2060770A2 EP 2060770 A2 EP2060770 A2 EP 2060770A2 EP 08252940 A EP08252940 A EP 08252940A EP 08252940 A EP08252940 A EP 08252940A EP 2060770 A2 EP2060770 A2 EP 2060770A2
Authority
EP
European Patent Office
Prior art keywords
frame
frames
thrust reverser
door
doors
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP08252940A
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English (en)
French (fr)
Other versions
EP2060770A3 (de
EP2060770B1 (de
Inventor
Jean-Pierre Lair
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Pratt and Whitney Canada Corp
Nordam Group LLC
Original Assignee
Pratt and Whitney Canada Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Pratt and Whitney Canada Corp filed Critical Pratt and Whitney Canada Corp
Publication of EP2060770A2 publication Critical patent/EP2060770A2/de
Publication of EP2060770A3 publication Critical patent/EP2060770A3/de
Application granted granted Critical
Publication of EP2060770B1 publication Critical patent/EP2060770B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K1/00—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto
    • F02K1/54—Nozzles having means for reversing jet thrust
    • F02K1/56—Reversing jet main flow
    • F02K1/60—Reversing jet main flow by blocking the rearward discharge by means of pivoted eyelids or clamshells, e.g. target-type reversers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/30—Application in turbines
    • F05D2220/36—Application in turbines specially adapted for the fan of turbofan engines

Definitions

  • the invention relates to a thrust reverser for a turbofan gas turbine engine, and in particular to a thrust reverser door.
  • the length of a thrust reverser's door is one of the design parameters which is important, as it plays a direct role in the thrust reverser's effectiveness and efficiency.
  • the deployed doors deflect air to create a drag force for slowing down the aircraft, and the size of the deployed door therefore tends to affect the amount of drag generated (i.e. braking performance).
  • braking performance the amount of drag generated
  • a trade-off exists, as larger doors tend to be heavier and introduce more losses when stowed, and so it is generally required to optimize door length to obtain acceptable performance and efficiency. It is therefore desirable to, among other things, have a thrust reverser door which provides improved performance while decreasing losses.
  • the present concept provides a thrust reverser having at least one pair of thrust reverser doors, at least one of the doors comprising a transverse leading edge having a first, second and third frames axially spaced apart from one another and disposed circumferentially adjacent said leading edge, the first, second and third frames projecting inwardly from an interior side of the door, the third frame mounted to the first and second frames, the third frame extending inwardly beyond inward terminal edges of the first and second frames.
  • the present concept provides a thrust reverser for a turbofan gas turbine engine, the thrust reverser having at least one door movable between a stowed position and a deployed position for deflecting engine thrust, the at least one door having a leading edge with a deflector wall adjustable in position, the wall generally parallel to the leading edge and extending generally radially inwardly of the at least one door to, in use, redirect engine thrust.
  • the present concept provides a thrust reverser comprising at least one door for deflecting engine thrust, the door having a leading edge and a single skin in a vicinity of the leading edge, the door having at least a first bulkhead extending radially inwardly from the skin, the first bulkhead defining a first member extending generally parallel to the leading edge of the door and being sized and configured relative to the skin to structurally stiffen the skin, the door also having at least a second member extending radially relative to the skin and disposed adjacent the first member, the second member having a radial height relative to the skin which is greater than a radial height of the first member.
  • the present concept provides a method of adjusting an effective length of a thrust reverser door, the method comprising: mounting a substantially radially projecting member inside the thrust reverser door generally parallel and adjacent to a leading edge of the door; deflecting gases with the member during a thrust reversal mode; and changing a position of the member relative to the door to thereby change an aerodynamic effective length of the door.
  • FIG. 1 there is shown an example of a nacelle 20 including a target/bucket door type thrust reverser 22 in the aft section 20a of the nacelle 20.
  • the turbofan gas turbine engine is located within the nacelle 20 and the nacelle 20 is attached under the wings or on the fuselage of the aircraft using an appropriate arrangement (not shown).
  • the thrust reverser 22 comprises two opposite pivoting doors 24, 26 forming most of the exhaust nozzle of the nacelle 20 when they are in their stowed position. In the example illustrated in FIG. 1 , one door 24 is at the upper side and the other door 26 is at the bottom side.
  • Each door 24, 26 has a trailing edge 24a, 26a adjacent to the propulsive jet outlet 28.
  • the arrows in FIG. 1 show the direct thrust operation of the engine.
  • the trailing edges 24a, 26a cooperate with the trailing edge of side arms 32 of a jet pipe 30 located inside the aft section 20a of the nacelle 20 and to which the doors 24, 26 are pivotally connected.
  • the jet pipe 30 and the side arms 32 are shown in FIGS. 2 and 3 .
  • the jet pipe 30 is concealed inside the aft section 20a of nacelle 20 when the doors 24, 26 are in their stowed position, as in FIG. 1 .
  • FIG. 2 schematically shows an example of the interior side of the thrust reverser 22.
  • FIG. 3 shows the doors of FIG. 2 being in a deployed position. These figures show the relative position of the jet pipe 30 with reference to the nacelle 20.
  • FIG. 2 shows that the leading edges 24b, 26b of the doors 24, 26 and their outer wall 44 form a smooth continuity with the upstream parts of the nacelle 20 when in the closed position.
  • the arrows in FIG. 3 indicate the main flow path when the engine is operated during the thrust reversal.
  • gases coming out of the engine are deviated substantially toward the front.
  • the gases exit the doors 24, 26 in the vicinity of their leading edges 24b, 26b. These edges are located at the front of the doors 24, 26 and are referred to as "leading" edges with reference to the travel path of the aircraft.
  • the deviation of the gases creates a resulting horizontal retarding force opposing the forward movement of the aircraft.
  • Increasing the output thrust generated by the engine creates an increasing aerodynamic decelerating force. In the illustrated example seen in FIG.
  • doors 24, 26 are described herein and shown in the drawings as being an upper reverser door 24 and a lower reverser door 26 movable in a vertical plane, doors can also be configured as left and rights door movable in a horizontal plane.
  • doors can also be configured as left and rights door movable in a horizontal plane.
  • the skilled reader will appreciate that it is possible to provide an arrangement using the present invention in which the trailing edge 26a of the lower door 26 opens behind the trailing edge 24a of the front door 24, as mentioned above, and other arrangements of the trailing edges 24a, 26a are also available.
  • Other door arrangements employing the present invention are possible, as well, and therefore this description is not to be understood as limited to the door mounting orientation and configuration depicted, nor the target/bucket type depicted.
  • Doors 24, 26 have an outer skin 44 extending from their leading edge to their trailing edge, and a partial inner skin 45 extending from the door's trailing edge to a point roughly halfway intermediate the leading and trailing edges. This construction results in a single skin 44 being present in the vicinity of the door leading edge.
  • double-skin doors provide structural advantages, but are correspondingly heavier than single skin designs.
  • the presently-described "hybrid" single-and-double skin construction thus has advantages over other constructions, including permitting control of airflow in the vicinity of the trailing edge, as will now be further described.
  • the leading edges 24b, 26b of the door 24, 26 comprise a first and a second arc-shaped radial frame 40, 42 disposed across the interior side of single-skin wall 44 and extending circumferentially along the leading edges 24b, 26b.
  • the first and second frames 40, 42 are spaced apart from each other and project substantially radially relative to a curvature of the doors 24, 26.
  • These radial frames 40, 42 have a structural function, to stiffen skin 44, and, in this example, preferably have substantially the same height, as in many of the illustrated examples.
  • a third arc-shaped radial frame member 50 is provided, in this embodiment, extending between the first and second radial frames 40, 42.
  • This third frame referred to hereinbelow as the kicker frame 50, has a height greater than the first and second radial frames 40, 42 when kicker frame 50 is mounted to the door 24, 26.
  • the distal edge of the kicker frame 50 extends beyond the first and second radial frames 40, 42.
  • the kicker frame 50 is preferably mounted to the door 24, 26 in any suitable fashion, such as being connected to the other radial frames 40, 42 using any appropriate arrangement.
  • the kicker frame 50 is mounted in a manner allowing its axial position relative to the door to be selectively adjusted with reference to the first and second radial frames 40, 42, as described below.
  • the position of the kicker frame 50 affects the "effective" or aerodynamic length of their respective door 24, 26 since each kicker frame 50 redirects the flow of gases closer to the horizontal.
  • the kicker frame 50 has an aerodynamic function, namely to intercept the reverse efflux and deflect it in a more forward thrust direction - i.e. as if the door were geometrically longer than it in fact is, and thus improves the overall efficiency of the thrust reverser.
  • the kicker frame 50 is preferably mechanically connected to the two radial frames 40, 42, and thus it also serves to a structural function.
  • FIG. 2 also shows that the first and second radial frames 40, 42 of the upper door 24 are separated from each other by a distance "d".
  • the two radial frames 40, 42 have height that is substantially equal to a value that is consistent with the required structural rigidity of the thrust reverser door 24.
  • the distance "d" can be, for example, between 50 mm and 100 mm.
  • the door length can be characterized by its geometric length L 1 and by the so-called “effective length” L 2 .
  • the length L 1 is the geometrical length of the door between its leading and trailing edges 24a, 24b.
  • the effective length L 2 is the length between the trailing edge 24a of the door 24 and the second radial frame 42. Adjusting the position of the kicker frame 50 allows varying the effective length between a minimum value up to a maximum value within the range "d". The same principle applies to the lower door 26.
  • FIG. 4 schematically shows an example of the first and second radial frames 40, 42 made integral with the wall 44 of the door 24, such as by casting or machining from solid (kicker frame 50 is not depicted, for clarity).
  • Providing the radial frame integrally with the outer skin tends to result in better containment of the reverse efflux as it attaches to the outer skin, although this feature is not critical to operation of the presently-described concept.
  • FIG. 5 is a similar view (also shown without kicker frame 50, for clarity), showing another example where the first and second radial frames 40, 42 are part of an element 46 having a U-shaped section and that is connected to the wall 44 of the door 24 using an appropriate arrangement, such as bolts, rivets, welding, etc.
  • FIGS. 4 and 5 show that the first and second radial frames 40, 42 may deviate by a small angle with reference to a perpendicular extending from the wall 44 of the door 24.
  • the reverse efflux is then deflected further toward the front of the engine.
  • FIG. 6 is a schematic view showing an example of how the kicker frame 50 may be connected between the first and second radial frames 40, 42.
  • FIG. 6 shows the kicker frame 50 adjustably mounted using a plurality of threaded rods 52 (only one is seen in the figure) longitudinally extending between the first and second radial frames 40, 42.
  • the kicker frame 50 in this arrangement may have a threaded hole, or maybe connected to a follower engaged on the threaded rods 52, or have other suitable means keying the axial position of the rod to the threaded rods.
  • a plurality of rods 52 are provided circumferentially along the kicker frame 50, to adequately mount the kicker 50 to frames 40, 42. Rotation of the rods 52 will move the kicker frame 50 axially between radial frames 40, 42 which allows, for example, adjusting the effective length of the reverser doors, for example, during development tests of the thrust reverser.
  • the doors 24, 26 are deployed to redirect engine thrust, as indicated by arrows A1.
  • the reverse efflux flow flows along the inner side of doors 24, 26, it eventually reaches kicker frame 50, and is then redirected (as indicated by arrows A2 in FIG. 3 ), more forwardly than it otherwise would have been by the skin 44 of doors 24, 26 or by the frames 42.
  • kicker frame 50 could be positioned axially just about anywhere along doors 24, 26, the positioning of kicker frame 50 in the vicinity of the door's leading edge allows better optimization and adjustment of the reverser door effective length. Adjustment of the kicker frame permits optimizing of the reverser door effective length and reversing efficiency without having to change the geometrical length of the doors.
  • FIG. 7 schematically shows an example of a fixed spacer arrangement 54 for holding in desired position the kicker frame 50.
  • the kicker frame 50 is in a fixed position relative to frames 40, 42.
  • This arrangement allows the relative position of the kicker to be fixed on the doors 24, 26, for instance in a final desired state on the thrust reverser 22 as certified for flight on a particular aircraft.
  • Spacers of different widths can be used on different aircrafts, which facilitates the use of doors 24, 26 of a particular configuration on more than one thrust reverser design (i.e. allows commonality of doors between designs on multiple aircraft designs employing the same engines). This provides many advantages for manufacturing and maintenance, etc, such as part count reduction, etc.
  • FIG: 8 schematically illustrates an example of a variable height profile for the kicker frame 50, as viewed from beyond the edge of the first or the second kicker radial frame 40, 42.
  • This figure shows that the height of the kicker frame 50, with reference to the interior wall of a given door, may be varied so as to orient the gases coming out of the thrust reverser 22 in a specific direction, and thus provide an asymmetric reverse efflux which permits optimization of the thrust reverser's performance.
  • the height h 1 is larger than the height h 3 , which is larger than the height h 2 at the center of the kicker frame 50.
  • the length of the doors 24, 26 can now be modified in a given range to fit the requirements and it does so without the need of remanufacturing the doors.
  • the kicker frame 50 need not be located between frames 40, 42, but may be located in any suitable fashion.
  • the kicker frame 50 may be configured to be adjustably extended into the reverse efflux flow, such as by mounting it higher with respect to frames 40, 42. Referring to FIGS. 11 and 12 , the function of kicker frame 50 may be integrated with one of the radial structural frames 40, 42. In the embodiments of FIGS.
  • the axial position of the kicker frame 50 is not adjustable, per se, as in previous embodiments, however the height h 2 (not indicated in FIGS. 9 to 12 ) may be "adjusted” such as through grinding or other mechanical means, or in any suitable fashion, by removing portions 50' and 50".
  • the shapes of the doors and the configuration of these doors with reference to each other may be different to what is shown.
  • the first and the second radial frames can be differently shaped and/or positioned relative to one another.
  • first and the second radial frames may be omitted, or supplemental members may be provided, as it will be understood that many other suitable arrangements to support the kicker frame are available, and that the present concept is not limited to the exemplary frames described.
  • the kicker frame is preferably mounted to the first and second frames, the kicker frame may be mounted to the door in any suitable manner.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Wing Frames And Configurations (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
EP08252940.5A 2007-11-16 2008-09-04 Schubumkehreinrichtung mit Hilfklappen Active EP2060770B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US11/941,360 US8091827B2 (en) 2007-11-16 2007-11-16 Thrust reverser door

Publications (3)

Publication Number Publication Date
EP2060770A2 true EP2060770A2 (de) 2009-05-20
EP2060770A3 EP2060770A3 (de) 2011-04-20
EP2060770B1 EP2060770B1 (de) 2018-06-27

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US (1) US8091827B2 (de)
EP (1) EP2060770B1 (de)
CA (1) CA2638720C (de)

Cited By (1)

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US9097209B2 (en) 2012-03-27 2015-08-04 United Technologies Corporation Gas turbine engine thrust reverser system

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EP2060770A3 (de) 2011-04-20
CA2638720A1 (en) 2009-05-16
US20090126339A1 (en) 2009-05-21
EP2060770B1 (de) 2018-06-27
US8091827B2 (en) 2012-01-10

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